Zipline braking system

ABSTRACT

A zipline braking system comprising a zipline cable and a destination supporting member; a rider carrier coupled to the zipline cable for movement towards the destination supporting member, such movement generating kinetic energy; a damper having a posterior end and an anterior end and connected to the destination supporting member at the posterior end; a tension line; a connection member coupled to the zipline cable and configured to engage the rider carrier; a stopping member coupled to the zipline cable and the tension line; and the tension line for transferring the kinetic energy to the damper upon the connection member engaging the stopping member in movement to the destination supporting member.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit and priority of U.S. Provisional Applications 61/893,537 and 61/912,847, filed Oct. 21, 2013 and Dec. 6, 2013, respectively. The foregoing applications are incorporated by reference herein in their entirety.

FIELD OF THE INVENTION

The invention relates to ziplines, and more specifically to a zipline braking system for decelerating a zipline rider as the rider reaches the end of the zipline.

BACKGROUND

Ziplines allow riders to travel from one point to another. They are used for various purposes, including as thrill rides and tourist attractions. Ziplines generally include two supports and a cable suspending between the two. There is generally an area on each support, usually a platform, to allow riders to embark and disembark from the zipline. Harnesses and pulleys are used for transporting and providing support to the zipline riders.

Several different zipline braking systems have been adopted by zipline operators. Some systems require a rider to move a static mass of springs whereas others incorporate a speed limiting trolley. Other zipline braking systems involve guide operated ropes that are dependent on a human guide applying friction to a rope attached to a catch block as the zipline rider reaches the end of the zipline ride. As such, these systems are susceptible to human errors. In addition, zipline riders often complain that present braking systems cause pain to their necks or backs due to the dramatic speed decrease upon a zipline rider reaching the end of the zipline. Some braking systems also create a loud crashing sound that is not appealing to zipline riders.

A need therefore exists for an improved zipline braking system. Accordingly, a solution that addresses, at least in part, the above or other shortcomings is desired.

SUMMARY OF THE INVENTION

According to one aspect of the invention, there is provided a zipline braking system comprising: a zipline cable and a destination supporting member; a rider carrier coupled to the zipline cable for movement towards the destination supporting member, such movement generating kinetic energy; a damper having a posterior end and an anterior end and connected to the destination supporting member at the posterior end; a tension line; a connection member coupled to the zipline cable and configured to engage the rider carrier; a stopping member coupled to the zipline cable and the tension line; and the tension line for transferring the kinetic energy to the damper upon the connection member engaging the stopping member in movement to the destination supporting member.

According to another aspect of the invention, there is provided a method for decelerating a rider carrier travelling towards a destination supporting member along a zipline, the destination supporting member having a damper, the method comprising providing a connection member coupled to the zipline cable; providing a stopping member coupled to the zipline cable and a tension line; and transferring kinetic energy of the rider carrier to the damper with the tension line upon engagement of the rider carrier with the connection member and engagement of the connection member with the stopping member.

According to another aspect of the invention, there is provided a zipline riding system, comprising: an origination supporting member and a destination supporting member; a damper connected to the destination supporting member; a rider carrier coupled to a zipline cable for movement from the origination supporting member to the destination supporting member; a connection member coupled to the zipline cable and configured to engage the rider carrier; and, a braking system including: a primary stopping member coupled to the zipline cable and a tension line; a secondary stopping member for engaging the damper, the secondary stopping member coupled to the zipline cable and situated between the primary stopping member and the damper; the tension line being led around a foot block and engaging the secondary stopping member; and, the braking system having an uncompressed configuration where the damper is in an uncompressed state and a compressed configuration where the damper is in a compressed state; wherein the when rider carrier in movement towards the destination supporting member along the zipline cable, the connection member engages the rider carrier and the connection member engages the primary stopping member, and upon such engagement, the primary stopping member moves toward the destination supporting member and pulls the tension line causing a switch of the braking system from the uncompressed configuration to the compressed configuration to decelerate the rider carrier.

According to another aspect of the invention, there is provided a zipline riding system, comprising: an origination supporting member and a destination supporting member; a damper connected to the destination supporting member; a rider carrier coupled to a zipline cable for movement from the origination supporting member to the destination supporting member; a connection member coupled to the zipline cable and configured to engage the rider carrier; and, a braking system including: a primary stopping member coupled to the zipline cable and a tension line; a secondary stopping member for engaging the damper, the secondary stopping member coupled to the zipline cable and situated between the primary stopping member and the damper; a compression line that engages the secondary stopping member and is led around a movable member; a tension line being led around a foot block not coupled to the zipline and the movable member; and, a braking system having an uncompressed configuration where the damper is in an uncompressed state and a compressed configuration where the damper is in a compressed state; wherein the rider carrier in movement towards the destination supporting member along the zipline cable is engaged by the connection member and the connection member engages the primary stopping member, and upon such engagement, the primary stopping member moves toward the destination supporting member which moves the movable member away from the destination supporting member, causing the braking system to switch from the uncompressed configuration to the compressed configuration to decelerate of the rider carrier.

According to another aspect of the invention, there is provided a method for decelerating a zipline rider on a rider carrier travelling on a zipline cable from an origination supporting member toward a destination supporting member having a damper, the method comprising: providing a connection member coupled to the zipline cable; providing a primary stopping member for asserting a deceleration force on the rider carrier in a direction away from the destination supporting member; providing a secondary stopping member for engaging the damper; providing a tension line tied to the primary stopping member; and, engaging the tension line with the secondary stopping member such that movement of the primary stopping member towards the destination supporting member after engagement with connection member and the connection member engaging the rider carrier leads the tension line to cause the secondary stopping member to move towards the destination supporting member and compression of the damper.

BRIEF DESCRIPTION OF THE DRAWINGS

Features and advantages of the embodiments of the present invention will become apparent from the following detailed description, taken in combination with the appended drawings, in which:

FIG. 1A is a top view illustrating a zipline braking system in an uncompressed configuration according to an embodiment of the invention;

FIG. 1B is a top view illustrating the zipline braking system of FIG. 1A in an uncompressed configuration wherein the rider carrier has engaged the connection member, according to an embodiment of the invention;

FIG. 1C is a top view illustrating the zipline braking system of FIG. 1A in a compressed configuration according to an embodiment of the invention;

FIG. 2A is a side view illustrating a rider carrier with a side plate removed according to an embodiment of the invention;

FIGS. 2B, 2C and 2D illustrate cross sectional views of the top, side and end views, respectively, of a rider carrier according to an embodiment of the invention;

FIG. 3A is a side view illustrating a connection member with a side plate removed with the first and second claw systems in a disengaged configuration according to an embodiment of the invention;

FIGS. 3B, 3C and 3D illustrate cross sectional views of the side, top and end views, respectively, of a connection member according to an embodiment of the invention;

FIG. 4A is a top view illustrating the primary stopping member with the top plate removed and an anchored roller in a disengaged position according to an embodiment of the invention;

FIG. 4B is a top view illustrating the primary stopping member with the top plate removed and an anchored roller in an engaged position according to an embodiment of the invention;

FIGS. 4C, 4D and 4E illustrate cross sectional views of the top, side and end views, respectively, of a clutchless primary stopping member according to an embodiment of the invention;

FIG. 4F illustrates cross sectional view of a clutched primary stopping member according to an embodiment of the invention;

FIG. 5A is a side view illustrating the secondary stopping member of the zipline braking system according to an embodiment of the invention;

FIG. 5B is a front view illustrating the secondary stopping member of the zipline braking system according to an embodiment of the invention;

FIGS. 6A, 6B and 6C illustrate cross sectional views of the end, top and side views, respectively, the secondary stopping member of the zipline braking system according to an embodiment of the invention;

FIG. 7A is a side view illustrating a zipline braking system in an uncompressed configuration according to an embodiment of the invention;

FIG. 7B is a side view illustrating the zipline braking system of FIG. 7A in a compressed configuration according to an embodiment of the invention;

FIG. 8A is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention;

FIG. 8B is a top view illustrating the zipline braking system of FIG. 8A in a compressed configuration according to another embodiment of the invention;

FIG. 9A is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention;

FIG. 9B is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention;

FIG. 10A is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention;

FIG. 10B is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention;

FIG. 11 is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention;

FIG. 12 is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention;

FIG. 13 is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention;

FIG. 14 is side view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention; and

FIG. 15 is a top view illustrating a zipline braking system in an uncompressed configuration according to another embodiment of the invention.

In the description which follows, like parts are marked throughout the specification and the drawings with the same respective reference numerals.

DETAILED DESCRIPTION

The description which follows and the embodiments described therein are provided by way of illustration of an example or examples of particular embodiments of the principles of the present invention. These examples are provided for the purposes of explanation and not limitation of those principles and of the invention. In some instances, certain structures and techniques have not been described or shown in detail in order not to obscure the invention.

The present invention is directed generally to a braking system that may enhance the experience of zipline riders through reduction in jarring and abrasive braking. In addition, the present invention may provide for safety redundancy whereby braking and stopping of a zipline rider is done by a connection member, primary stopping member, a damper, and optionally a secondary stopping member.

According to one embodiment, the present invention provides a zipline braking system that is based partially on conversion of kinetic energy to potential energy temporarily stored in dampers. The stored energy is subsequently used to restore the original geometry of the braking system. The braking system may provide a geometric advantage such that braking of the zipline rider may be done at a reduced impact speed and rate of deceleration.

FIG. 1A is a top view illustrating a zipline braking system in an uncompressed configuration according to an embodiment of the invention, and FIG. 1B is a top view illustrating a zipline braking system in an uncompressed configuration wherein the rider carrier has engaged the connection member. In addition, FIG. 1C is a top view illustrating the zipline braking system of FIG. 1A in a compressed configuration according to an embodiment of the invention. According to one embodiment of the present invention as illustrated in FIGS. 1A to 1C, a zipline braking system includes a destination supporting member 130 connected to a zipline cable 106, a damper 102 connected to the destination supporting member 130, base foot blocks 110 a and 110 b at the posterior end of the damper 102, a front foot block 112 attached to the secondary stopping member 120 and located at the anterior end of the damper 102. A primary stopping member 104 is connected to a tension line 140, the tension line being led around a side stand-up block 142, the base foot blocks 110 a and 110 b, and the front foot block 112. According to one embodiment, the side stand-up block 142 is connected to the destination supporting member 130. In other embodiments, the side stand-up block 142 is connected to a side supporting member.

When the zipline is in use, a rider carrier 160 moving from the origination supporting member towards the destination supporting member 130 engages the connection member 162 and the connection member 162 engages the primary stopping member 104. Upon the connection member 162 engaging the rider carrier 160 and the primary stopping member 104 when moving towards the destination supporting member 130, the rider carrier 160 causes the connection member 162 and primary stopping member 104 to move towards the destination supporting member 130 (causing a decelerating force to be exerted on the rider carrier 160 in a direction away from the destination supporting member 130, as described below). The movement of the primary stopping member 104 creates tension in the tension line 140, and the tension in the tension line 140 causes compression of the damper 102. The compression of the damper 102 and movement of the primary stopping member 104 result in an increase in length of a segment 40 a of the tension line 140 between the side stand-up block 142 and the primary stopping member 104. Such compression and movement also decrease the length of segments 40 b and 40 c of the tension line 140 (that is fixed to the securing member 144 on the destination supporting member 130 and led around the front foot block 112 and the base foot blocks 110 a and 110 b around the damper 102. The decrease in the tension line segments 40 b and 40 c cause the secondary stopping member 120 to move towards the destination support member 130 and further compressing the damper 102. As such, the movement of the primary stopping member 104 causes the braking system to change from the uncompressed configuration to the compressed configuration as the damper 102 compresses. According to one embodiment, the tension line 140 includes a tension line clutch 9 which can be provided to prevent the primary stopping member 104 from rolling back towards the origination supporting member. According to other embodiments, the securing member 144 may be a cam cleat, a jam cleat, or a clam cleat. According to another embodiment, the securing member 144 may be a marine grade horn cleat rated for loads that are higher than 3,000 pounds in weight.

According to embodiments of the present invention, engagement between the connection member and the rider carrier as well as engagement between the connection member and the primary stopping member can be provided in a variety of different ways. The means by which engagement is provided can be mechanically based, magnetic based or other means that would be readily know to a worker skilled in the art, and can include a latch engagement system, claw engagement mechanism, magnetic engagement system, Velcro™ type engagement system, or the like. The means for engagement between the connection member and the rider carrier can be the same or different from the engagement means between the connection member and the primary stopping member. In addition, the means for engagement can be selected to provides a desired level of engagement force (for example the engagement force limits disengagement during the decompression of the damping system subsequent to the stopping of the rider carrier by the braking system) as well as providing a means for disengagement thereby enabling resetting of the braking system for use by a subsequent rider.

Rider Carrier

FIG. 2A illustrates a rider carrier 160 in accordance with one embodiment, wherein the rider carrier 160 is mounted on the zipline cable 106 and is held in place on the zipline cable 106 with at least one set of guide rollers 300, one roller on each side of the zipline cable 106. According to embodiments, the rider carrier 160 comprises two side plates 302, one of which has been removed for ease of viewing the interior of the rider carrier 160, an anterior plate 304 at the anterior end of the rider carrier 160, and bumpers 310 at the anterior end of the rider carrier 160. Integrated within the side plates is at least one connection mechanism 325, which provides a means for the coupling of the rider to the rider carrier. For example, this interconnection mechanism can be a bore through which a locking connection device can be inserted and subsequently coupled to a harness which is worn by the rider. The rider carrier 160 further includes one or more capture plates 320 which are configured to be engaged by a first claw mechanism of the connection member 162 thereby interconnecting the connection member 162 and the rider carrier 160. The side plates may be held together by screws and nuts or other fasteners known to a person skilled in the art and may contain screw slots. In other embodiments, the rider carrier 160 may include 2 sets of guide rollers 200, two rollers on each side of the zipline cable 106.

FIGS. 2B, 2C and 2D illustrate cross sectional views of the top, side and end views, respectively, of a rider carrier 160 according to an embodiment of the invention. The rider carrier 160 is mounted on the zipline cable 106 and is held in place on the zipline cable 106 with at least one set of guide rollers 3000, wherein these guide rollers are positioned on the top side of the zipline cable 106. According to embodiments, the rider carrier comprises two side plates 3020. Integrated within the side plates is at least one connection mechanism 3250, which provides a means for the coupling of the rider to the rider carrier. For example, this interconnection mechanism can be a bore through which a locking connection device can be inserted and subsequently coupled to a harness which is worn by the rider. In this embodiment, the connection mechanism provides a location for the connection of a suspension harness 3251 which is coupled to the safety harness worn by the rider. The rider carrier further includes one or more capture plates 3200 which are configured to be engaged by a first claw mechanism of the connection member 162 thereby interconnecting the connection member 162 and the rider carrier 160. The side plates may be held together by screws and nuts or other fasteners known to a person skilled in the art and may contain screw slots.

The rider carrier may be made of a light weight material. In some embodiments, side plates and anterior plate may be made of aluminum, steel, cast iron, plastic, carbon fibre, or a combination of materials known to persons skilled in the art. The bumpers may be made of rubber, elastomer or other shock absorbing materials known to a person skilled in the art.

Connection Member

FIG. 3A illustrates a connection member 162 in accordance with one embodiment, wherein the connection member 162 is mounted on the zipline cable 106 and is held in place on the zipline cable 106 with at least one set of guide rollers 354, one roller on each side of the zipline cable 106, or 3 guide rollers 354 wherein two rollers are positioned on one side of the zipline 106 and the third roller is positioned on the other side of the zipline 106. It would be readily understood that further guide rollers may be provided. According to embodiments, the connection member 162 comprises two side plates 366, one of which has been removed for ease of viewing the interior of the connection member 162, an anterior plate 362 and bumpers 360 at the anterior end of the connection member 162. The connection member 162 further includes a posterior plate 363 and bumpers 361 at the posterior end thereof. The side plates may be held together by screws and nuts or other fasteners known to a person skilled in the art and may contain screw slots.

According to embodiments, the connection member 162 further includes a first claw mechanism 350 positioned at the posterior end and a second claw mechanism 352 positioned at the anterior end. The first claw mechanism 350 is configured to engage the capture plate 320 of the rider carrier 160 and the second claw mechanism 352 is configured to engage the captures plate 271 of the primary stopping member 104. The first claw mechanism further includes a biasing device 356, for example a spring or other biasing device, wherein the biasing device is configured to bias the first claw mechanism into a closed or engaged position, thereby engaging the capture plate 320 of the rider carrier 160. The second claw mechanism further includes a biasing device 358, for example a spring or other biasing device, wherein the biasing mechanism is configured to bias the second claw mechanism into a closed or engaged position, thereby engaging the capture plate 271 of the primary stopping member 104. In some embodiments, one or both of the first and second claw mechanisms transition from an open configuration to a closed configuration due to gravity, wherein the weight of the claw itself provides sufficient force to transition the claw mechanism from an open to closed position.

According to some embodiments, the first claw mechanism 350 is retained in a closed or engaged positioned by the biasing device 356, and upon contact of the rider carrier with the connection member 162, the capture plate 320 of the rider carrier 160 force the first claw mechanism towards an open position. Upon passage of the capture plate 320 of the rider carrier 160 a predetermined distance, the first claw mechanism is forced by the biasing device 356 towards the closed or engaged position thereby engaging the rider carrier 160. According to embodiments, the bumpers 310 of the rider carrier 160 and the bumpers 361 of the connection member 162 can contact or optionally partially compress upon engagement, thereby limiting the relative movement of the rider carrier 160 with respect to the connection member 162.

According to some embodiments, the first claw mechanism is retained in an open position by a retention mechanism associated therewith, such that upon contact with the rider carrier 160, the retention mechanism is deactivated and the first claw mechanism is biased towards the closed or engaged position by the biasing device 356. In some embodiments the retention mechanism can be a mechanical switch or other means as would be readily understood by a worker skilled in the art.

According to some embodiments, the second claw mechanism 352 is retained in a closed or engaged positioned by the biasing device 358, and upon contact of the connection member 162 with the primary stopping member 104, the capture plate 271 of the primary stopping member 104 force the second claw mechanism towards an open position. Upon passage of the capture plate 271 of the primary stopping member 104 a predetermined distance, the second claw mechanism is forced by the biasing device 358 towards the closed or engaged position thereby engaging the primary stopping member 104. According to embodiments, the bumpers 210 of the primary stopping member 104 and the bumpers 361 of the connection member 162 can contact or optionally partially compress upon engagement, thereby limiting the relative movement of the connection member 162 with respect to the primary stopping member 104.

According to some embodiments, the second claw mechanism is retained in an open position by a retention mechanism associated therewith, such that upon contact with the primary stopping member 104, the retention mechanism is deactivated and the second claw mechanism is biased towards the closed or engaged position by the biasing device 358. In some embodiments the retention mechanism can be a mechanical switch or other means as would be readily understood by a worker skilled in the art.

According to some embodiments, the connection member includes a secondary first claw mechanism 371 which is configured to provide additional engagement of the connection member 162 with the rider carrier 160. According to some embodiments, the connection member includes a secondary second claw mechanism 372 which is configured to provide additional engagement of the connection member 162 with the primary stopping member 104.

FIGS. 3B, 3C and 3D illustrate cross sectional views of the side, top and end views, respectively, of a connection member according to an embodiment of the invention. In this embodiment, the connection member 162 is mounted on the zipline cable 106 and is held in place on the zipline cable 106 with 3 guide rollers 3540 wherein two rollers are positioned on the underside side of the zipline 106 and the third roller is positioned on the top side of the zipline 106. It would be readily understood that further guide rollers may be provided. According to embodiments, the connection member 162 comprises two side plates 3660, an anterior plate 3620 and bumper 3600 at the anterior end of the connection member 162. The connection member 162 further includes a posterior plate 3630 which may optionally include a bumper at the posterior end thereof.

According to embodiments, the connection member 162 further includes a first claw mechanism 3500 positioned at the posterior end and a second claw mechanism 3520 positioned at the anterior end. The first claw mechanism 3500 is configured to engage the capture plate 3200 of the rider carrier 160 and the second claw mechanism 3520 is configured to engage the captures plate 2710 of the primary stopping member 104. The first claw mechanism further includes a biasing device (not illustrated), for example a spring or other biasing device, wherein the biasing device is configured to bias the first claw mechanism into a closed or engaged position, thereby engaging the capture plate 3200 of the rider carrier 160. The second claw mechanism further includes a biasing device (not illustrated), for example a spring or other biasing device, wherein the biasing mechanism is configured to bias the second claw mechanism into a closed or engaged position, thereby engaging the capture plate 2710 of the primary stopping member 104.

According to some embodiments, the first claw mechanism 3500 is retained in a closed or engaged positioned by the biasing device, and upon contact of the rider carrier with the connection member 162, the capture plate 3200 of the rider carrier 160 force the first claw mechanism towards an open position. Upon passage of the capture plate 3200 of the rider carrier 160 a predetermined distance, the first claw mechanism is forced by the biasing device towards the closed or engaged position thereby engaging the rider carrier 160. According to embodiments, the bumper 3600 of the connection member 162 contacts the rider carrier or optionally the bumper 3600 partially compress upon engagement, thereby limiting the relative movement of the rider carrier 160 with respect to the connection member 162.

According to some embodiments, the second claw mechanism 3520 is retained in a closed or engaged positioned by the biasing device, and upon contact of the connection member 162 with the primary stopping member 104, the capture plate 2710 of the primary stopping member 104 forces the second claw mechanism towards an open position. Upon passage of the capture plate 2710 of the primary stopping member 104 a predetermined distance, the second claw mechanism is forced by the biasing device towards the closed or engaged position thereby engaging the primary stopping member 104. According to embodiments, the bumper 2100 of the primary stopping member can contact the connection member or optionally the bumper 2100 partially compress upon engagement, thereby limiting the relative movement of the primary stopping member 104 with respect to the connection member 162.

The connection member may be made of a light weight material. In some embodiments, side plates, posterior plate and anterior plate may be made of aluminum, steel, cast iron, plastic, carbon fibre, or a combination of materials known to persons skilled in the art. The bumpers and may be made of rubber, elastomer or other shock absorbing materials known to a person skilled in the art.

Primary Stopping Member

FIG. 4A is a top view of the primary stopping member 104 with a top plate removed and of an anchored roller 218 in a disengaged position 280 according to an embodiment of the invention. FIG. 4B is a top view of the primary stopping member 104 of FIG. 4A with the top plate removed and of the anchored roller 218 in an engaged position 282 according to an embodiment of the invention. As illustrated in FIGS. 4A and 4B, according to one embodiment, the primary stopping member 104 is mounted on the zipline cable 106 and is held in place on the zipline cable 106 with at least one set of guide rollers 200, one roller on each side of the zipline cable 106. According to other embodiments, the primary stopping member 104 comprises the top plate, a bottom plate 206, an anterior plate at the anterior end of the primary stopping member 104, a posterior plate 212, and bumpers 210 at the posterior end of the primary stopping member 104. The primary stopping member 104 further includes one or more capture plates 271 which are configured to be engaged by a second claw mechanism of the connection member 162 thereby interconnecting the connection member 162 and the primary stopping member 104. The top plate and the bottom plate 206 may be held together by screws and nuts or other fasteners known to a person skilled in the art and may contain screw slots. In other embodiments, the primary stopping member 104 may include 2 sets of guide rollers 200, two rollers on each side of the zipline cable 106. In addition, the primary stopping member is further operatively connected to the tension line, for example the connection being provided by an anchorage device of connection to a bore provided in a desired location on the primary stopping member, for example in the top and/or bottom plate.

As illustrated in FIG. 4A and 4B, according to one embodiment, the primary stopping member 104 further comprises a roll back prevention brake which includes an eccentrically anchored roller 218 mounted adjacent to the guide rollers 200. When primary stopping member 104 moves towards the destination supporting member 130, the guide roller 200 adjacent to the anchored roller 218 rotates in a clockwise manner and forces the anchored roller to slide into the disengaged position 280. When the primary stopping member 104 slides in a direction away from the destination supporting member 130, the guide roller 200 adjacent to the anchored roller 218 rotates in a counter-clockwise manner and forces the anchored roller 218 to move from the disengaged position 280 to the engaged position 282. In the disengaged position 280, the primary stopping member 104 can move freely along the zipline cable 106. In the engaged position 282, the anchored roller frictionally engages the zipline cable 106 and its adjacent guide roller 200 to prevent any roll-back movement of the primary stopping member 104 towards the origination supporting member. In one embodiment, upon the primary stopping member 104 engaging the connection member 162 at the posterior end 250 of the primary stopping member 104, wherein the connection member 162 is engaged with the rider carrier 160, such engagement causes a mass mounted on a lever arm to move in a direction to cause the anchored roller 218 to switch to the engaged position 282. The anchored roller 218 can be set to the disengaged position 280 to permit resetting of the primary stopping member 104 to allow the braking system to switch from the compressed configuration to the uncompressed configuration. According to one embodiment, a spring-loaded mechanism having a cavity is used for changing the anchored roller 218 from the engaged position 282 to the disengaged position 280. A slot 260 formed in the bottom plate 206 allows the anchored roller 218 to connect to the spring-loaded mechanism with an anchored roller nut through the cavity on the spring loaded mechanism. One end of the spring loaded mechanism is attached to the bottom plate 206 with a screw 270. In other embodiments, the primary stopping member 104 further includes a clutch to prevent the primary stopping member 104 from rolling back towards the origination supporting member.

FIGS. 4C, 4D and 4E illustrate cross sectional views of the top, side and end views, respectively, of a clutchless primary stopping member according to an embodiment of the invention. According to this embodiment, the primary stopping member 104 is mounted on the zipline cable 106 and is held in place on the zipline cable 106 with at least one set of guide rollers 2000, one roller on each side of the zipline cable 106. According to other embodiments, the primary stopping member 104 comprises the top plate, a bottom plate, an anterior plate at the anterior end of the primary stopping member 104, a posterior plate, and bumper 2100. The primary stopping member 104 further includes one or more capture plates 271 which are configured to be engaged by a second claw mechanism of the connection member 162 thereby interconnecting the connection member 162 and the primary stopping member 104. The top plate and the bottom plate may be held together by screws and nuts or other fasteners known to a person skilled in the art and may contain screw slots. In other embodiments, the primary stopping member 104 may include 2 sets of guide rollers 200, two rollers on each side of the zipline cable 106. In addition, the primary stopping member is further operatively connected to the tension line 140, for example the connection can be provided by an anchorage device connected to a bore 2001 provided in a desired location on the primary stopping member, for example in the top and/or bottom plate.

FIG. 4F illustrates a primary stopping member including a clutch according to an embodiment of the present invention. According to this embodiment, the primary stopping member 104 further comprises a braking roller that comprises an engaging member 292, a roller arm 340, and a brake eccenter 296. The braking roller is connected to an elastic member 602 which can be anchored at a predetermined location on the primary stopping member. The primary stopping member 104 further comprises a claw 290 having a hook 294 adapted to operatively engage the engaging member 292 and connected to a trigger arm 202. In the engaged position, the hook 294 engages the engaging member 292 such that the brake eccenter 296 does not press against the zipline cable 106 and allows the primary stopping member 106 to move freely along the zipline cable 106.

In this embodiment, the posterior plate of connection member activates the trigger arm 202 of the primary stopping member 104. As the connection member moves in a direction towards the destination supporting member 130, the resulting activation of the trigger arm 202 causes the claw 290 to move and the hook 294 to disengage the engagement member 292 and to move from the engaged position to a disengaged position.

After the claw 290 is moved to the disengaged position, the elastic member 602 pulls the braking roller in a direction towards the posterior plate 212 and causes the brake eccenter 296 to rotate such that it frictionally engages the zipline cable 106. Therefore, as the primary stopping member 104 is pushed by coupled connection member and rider carrier towards the destination supporting member 130, the brake eccenter 296, by pushing against the zipline cable 106, creates friction that causes a decelerating force to be exerted on the primary stopping member 104 and, as a result, the coupled connection member and rider carrier, in a direction away from the destination supporting member 130.

The connection member is pushed against the bumper 2100 and held in place by second claw mechanism of the connection member 162. The claw 290 rests on the braking roller in a braking position and the brake eccenter 296 pushing against the zipline cable 106. By asserting a force, in the direction away from the posterior plate 212, on the roller arm 340 of the braking roller after the connection member has been removed from engagement with the primary stopping member 104, the engaging member 292 and the hook 294 can be changed from the braking position to the engaged position, thereby placing the primary stopping member into an operating configuration for use by the subsequent rider. In one embodiment, the elastic member 602 is a spring.

The primary stopping member 104 may be made of a light weight material. In some embodiments, top plate, bottom plate, posterior plate, and anterior plate may be made of aluminum, steel, cast iron, plastic, carbon fibre, or a combination of materials known to persons skilled in the art. The bumpers may be made of rubber, elastomer or other shock absorbing materials known to a person skilled in the art.

Secondary Stopping Member

FIG. 5A is a side view illustrating the secondary stopping member 120 of the zipline braking system of FIGS. 1A, 1B and 1C according to an embodiment of the invention. FIG. 5B is a front view illustrating the secondary stopping member 120 of the zipline braking system of FIGS. 1A, 1B and 1C according to an embodiment of the invention. The secondary stopping member 120 includes a receiving module 230, a cable cavity 238 for mounting on the zipline cable 106, a socket 232 for engaging the damper 102, and a sliding block 234 for travelling on the zipline cable 106. According to other embodiments, the secondary stopping member 120 further includes an end plate 236 at its posterior end 286. The secondary stopping member 120 may be made of a light weight material. The sliding block 234 and the end plate 236 may be made of nylon, carbon fibre, aluminum, plastic, steel, other materials known to a person skilled in the art, or a combination thereof. According to one embodiment, the receiving module 230 is made of rubber. Other shock absorbing materials may also be used for the receiving module 230. The receiving module 230 may be pointed or may be adapted to other shapes to engage the primary stopping member 104.

FIGS. 6A, 6B and 6C illustrate cross sectional views of the end, top and side views, respectively, the secondary stopping member of the zipline braking system according to an embodiment of the invention, wherein the damper is not illustrated. The secondary stopping member 120 includes a receiving module 2300, a cable cavity 2380 for mounting on the zipline cable 106, a socket 2320 for engaging the damper, and a sliding block 2340 for travelling on the zipline cable 106. According to other embodiments, the secondary stopping member 120 further includes an end plate 2360 at its posterior end. The secondary stopping member 120 may be made of a light weight material. The sliding block 2340 and the end plate 2360 may be made of nylon, carbon fibre, aluminum, plastic, steel, other materials known to a person skilled in the art, or a combination thereof. According to one embodiment, the receiving module 2300 is made of rubber. Other shock absorbing materials may also be used for the receiving module 2300. The receiving module 2300 may be pointed or may be adapted to other shapes to engage the primary stopping member 104.

According to one embodiment as illustrated in FIG. 1C, the primary stopping member 104 engages the secondary stopping member 120. In addition to the compression of the damper 102 caused by tension created in the tension lines 140 by movement of the primary stopping member 104, engagement of the primary stopping member 104 with the secondary stopping member 120 leads to a decelerating force being exerted on the primary stopping member 104 and the rider carrier 160 in a direction 20 away from the destination supporting member 130. Persons skilled in the art may appreciate that the geometric arrangement of the primary stopping member 104, the base foot blocks 110 a, 110 b, and the secondary stopping member 120 gives rise to various decelerating forces as a function of the velocity of the rider carrier 160 and the displacement of the primary stopping member 104, secondary stopping member 120 and the damper 102 upon engagement of the connection member 162 with the rider carrier 160 and subsequent engagement of the connection member 162 with the primary stopping member 104.

As will be understood by those skilled in the art of zipline operation and construction, different types of cables can be used for the tension line 140 and the zipline cable 106. According to one embodiment, the tension line 140 may be a non-stretchable high quality marine rope or be a polyester double braid rope. According to another embodiment, the tension line 140 may be made of Dyneema®. According to further embodiments, water-repellent cables that are highly durable and suffer little degradation from sun light may be used for the tension line 140. According to one embodiment, the tension line 140 may be made of ⅜ inch marine grade yacht line rated for loads that are greater than 3,000 pounds in weight. In still other embodiments, an AmSteel®-Blue cable, which is a torque-free 12-strand single braid cable, may be used for the zipline cable 106. According to another embodiment, the zipline cable 106 may be a ⅞ inch steel cable.

As will be appreciated by those skilled in the art, different materials and apparatus that absorb kinetic energy may be used for damper 102. According to one embodiment, the damper 102 is a uniform compression spring coil. According to other embodiments, the damper 102 may be a progressive spring coil, a viscous damper, a fiction damper, or a magnetic brake with modifications as may be appreciated by the persons skilled in the art. According to one embodiment, the damper 102 includes springs having a spring constant ranging from 5 to 20 kN/m.

Turning blocks that are known to persons skilled in the art can be used for the base foot blocks 110 a, 110 b, the front foot block 112 and the side stand-up block 142. According to one embodiment, the turning blocks may be marine grade turning blocks. According to another embodiment, the turning blocks may be marine grade blocks rated for loads that are 3,000 pounds in weight.

The origination supporting member 108 and the destination supporting member 130 may be constructed using different materials, including, without limitation, wood, metal, or any material suitable for building structures. The origination supporting member 108 and the destination supporting member 130 have areas, such as platforms, that allow for launching riders down a zipline cable 106 and for landing riders from the rider carrier 160.

FIG. 7A is a side view illustrating a zipline braking system 100 in an uncompressed configuration 190 according to an embodiment of the invention, and FIG. 7B is a side view illustrating the zipline braking system of FIG. 7A in a compressed configuration 192 according to an embodiment of the invention. According to one embodiment of the present invention as illustrated in FIG. 7A and 7B, a zipline braking system 100 includes a destination supporting member 130 connected to a zipline cable 106, a damper 102 connected to the destination supporting member 130, a base foot block 110 at the posterior end 182 of the damper 102, a front foot block 112 attached to the secondary stopping member 120 and located at the anterior end 184 of the damper 102. In the zipline braking system 100, the secondary stopping member 120 is mounted on the zipline cable 106 and connected to an arrester cable 152. A primary stopping member 104 is connected to a tension line 140, the tension line being led around a side stand-up block 142, the base foot block 110, and the front foot block 112. The arrester cable 152 is connected to an arrester ballast 150 through an arrester clutch 154 and led around an arrester foot block 156. According to one embodiment, the side stand-up block 142 is connected to the destination supporting member 130. In other embodiments, the side stand-up block 142 is connected to a side supporting member 180.

When the zipline is in use, a rider carrier 160 moving from the origination supporting member 108 towards the destination supporting member 130. The connection member 162 engages the rider carrier 160 and subsequently the connection member engages the primary stopping member 104. Upon the connection member 162 engaging the primary stopping member 104 when moving towards the destination supporting member 130, the rider carrier 160 and connection member 162 cause the primary stopping member 104 to move towards the destination supporting member 130 (such engagement also causing a decelerating force to be exerted on the rider carrier 160 in a direction 20 away from the destination supporting member 130, as described below). The movement of the primary stopping member 104 creates tension in the tension line 140, and the tension in the tension line 140 causes compression of the damper 102. The compression of the damper 102 and movement of the primary stopping member 104 result in an increase in length of a segment 140 a of the tension line 140 between the side stand-up block 142 and the primary stopping member 104. Such compression and movement also decrease the length of segments 140 b and 140 c of the tension line 140 (that is fixed to the securing member 144 on the destination supporting member 130 and led around the front foot block 112 and the base foot block 110) around the damper 102. The decrease in the tension line segments 140 b and 140 c cause the secondary stopping member 120 to move towards the destination support member 130 and further compressing the damper 102. As such, the movement of the primary stopping member 104 causes the braking system 100 to change from the uncompressed configuration 190 to the compressed configuration 192 as the damper 102 compresses. In some embodiments, the primary stopping member 104 further includes a clutch 170 as shown in FIG. 7A and 7B to prevent the primary stopping member 104 from rolling back towards the origination supporting member 108. According to one embodiment, the securing member 144 is a clutch. According to other embodiments, the securing member 144 may be a cam cleat, a jam cleat, or a clam cleat. According to another embodiment, the securing member 144 may be a marine grade horn cleat rated for loads that are higher than 3,000 pounds in weight.

FIG. 8A is a top view illustrating a zipline braking system 800 in an uncompressed configuration 890 according to another embodiment of the invention. In this embodiment, two tension lines 840 are used and they are each connected to the primary stopping member 104. Each of the tension lines 840 is led around a side stand-up block 842 and a base foot block 810 connected to the destination supporting member 130, such blocks 810 located on either side of the zipline cable 106. The side stand-up blocks 842 may be connected to side supporting members 880. Each of the tension lines 840 are connected to the secondary stopping member 120.

FIG. 8B is a top view illustrating the zipline braking system 800 of FIG. 8A in a compressed configuration 892 according to another embodiment of the invention. Movement of the primary stopping member 104 towards the destination supporting member 130 (after engagement with the connection member 162 and the engagement of the connection member 162 with the rider carrier 160 moving in the same direction) along the zipline cable 106 creates tension in the tension lines 840, leading to compression of the damper 102 by reduction in the lengths of segments 840 b of the tension lines 840. The compression of the damper 102 and movement of the primary stopping member 104 result in an increase in lengths of segments 840 a of the tension lines 840 between the side stand-up block 842 and the primary stopping member 104 relative to the uncompressed configuration 890 of the braking system 800. A deceleration force in a direction 20 away from the destination supporting member 130 reduces the speed of the primary stopping member 104 upon engagement of the primary stopping member 104 with the secondary stopping member 120. Movement of the secondary stopping member 120 towards the destination supporting member 130 as a result of the movement of the tension lines 840 compresses the damper 102. The damper 102 is further compressed upon engagement of the primary stopping member 104 with the secondary stopping member 120.

FIG. 9A is a top view illustrating a zipline braking system 1000 in an uncompressed configuration according to another embodiment of the invention. In this further embodiment, the tension line 140 is connected to the primary stopping member 104 and an end block 300 connected to the destination supporting member 130, and the tension line 140 is led around the side stand-up block 142. A compression line 302 is connected to the destination supporting member 130 through a securing member 144 and led around the end block 300, the base foot block 110, and connected to the secondary stopping member 120. The end block 300 is movable such that it can move in a direction away from the destination supporting member 130 upon movement of the rider carrier 160 towards the destination supporting member 130 and engagement of the connection member 162 with the rider carrier 160 and the primary stopping member 104 (such engagement also causing a decelerating force to be exerted on the rider carrier 160 in a direction 20 away from the destination supporting member 130). The movement of the primary stopping member 104 creates tension in the tension line 140, and the tension in the tension line 140 causes the end block 300 to move away from the destination supporting member 130. This movement creates tension in the compression line 302 and leads to a decrease in length of a segment 302 a of the compression line 302 between the secondary stopping member 120 and the base foot block 110 and compression of the damper 102. Movement of the secondary stopping member 120 as a result of such reduction in the length of the segment 302 a of the compression line 302 further compresses the damper 102, as the braking system 1000 switches from the uncompressed configuration to a compressed configuration with the damper 102 compressed. The damper 102 is further compressed upon engagement of the primary stopping member 104 with the secondary stopping member 120.

FIG. 9B is a top view illustrating a zipline braking system in an uncompressed configuration, which is similar to FIG. 9A. In this embodiment, compression of the damper 102 and movement of the primary stopping member 104 result in a decrease in the length of segments 940 b and 940 c of the compression line 302 (that is fixed to the securing member 144 on the destination supporting member 130 and led around the front foot block 112 and the base foot block 110. The decrease in the compression line segments 940 a and 940 b cause the secondary stopping member 120 to move towards the destination support member 130 and further compressing the damper 102. In addition, in this embodiment the tension line 140 is led through a clutch which can be positioned proximate to the side stand-up block 142.

FIG. 10A is a top view illustrating a zipline braking system 1100 in an uncompressed configuration according to another embodiment of the invention. In this embodiment, the tension line 140 is connected to the primary stopping member 104 and led around the side stand up block 142 and a second side stand up block 310 and connected to a securing member 144 on a second side supporting member 322. The second side stand-up block 310 is attached to the destination supporting member 130 and is movable away from the destination supporting member 130 when pulled by the tension line 140. The compression line 302 is connected to the second side stand-up block 310 and the secondary stopping member 120 and is led around the base foot block 110 and the end block 300. Upon engagement of the primary stopping member 104 by the connection member 162 together with the connection member 162 engaging with the rider carrier 160 in movement towards the destination supporting member 130 along the zipline cable 106, the rider carrier 160 causes the primary stopping member 104 to move towards the destination supporting member 130 (such engagement also causing a decelerating force to be exerted on the rider carrier 160 in a direction 20 away from the destination supporting member 130, as described below). The movement of the primary stopping member 104 creates tension in the tension line 140, and the tension in the tension line 140 causes the second side stand-up block 310 to move away from the destination supporting member 130. Such movement of the second side stand-up block 310 creates tension in the compression line 302 and leads to a decrease in length of the segment 302 a of the compression line between secondary stopping member 120 and the base foot block 110 and compression of the damper 102. Movement of the secondary stopping member 120 as a result of such reduction in the length of the segment 302 a of the compression line 302 further compresses the damper 102, as the braking system 1100 switches from an uncompressed configuration to a compressed configuration with the damper 102 compressed. The damper 102 is further compressed upon engagement of the primary stopping member 104 with the secondary stopping member 120.

FIG. 10B is a top view illustrating a zipline braking system in an uncompressed configuration, which is similar to FIG. 10A. In this embodiment, compression of the damper 102 and movement of the primary stopping member 104 result in a decrease in the length of segments 940 b and 940 c of the compression line 302 (that is fixed to the securing member 144 on the destination supporting member 130 and led around the front foot block 112 and the base foot block 110. The decrease in the compression line segments 940 a and 940 b cause the secondary stopping member 120 to move towards the destination support member 130 and further compressing the damper 102. In addition, in this embodiment the tension line 140 is led through a clutch which can be positioned proximate to the side stand-up block 142.

FIG. 11 is a top view illustrating a zipline braking system 1200 in an uncompressed configuration according to another embodiment of the invention. In this embodiment, the tension line 140 is connected to the primary stopping member 104 and led around the side stand-up block 142, the end block 300, the base foot block 110, the front foot block 112 connected to the secondary stopping member 120, and is connected to a securing member 144 on the destination supporting member 130 between the base foot block 110 and end block 300. Upon engagement of the connection member 162 with the rider carrier 160 and the subsequent engagement of the connection member 162 with the primary stopping member 104, wherein the rider carrier 160 is in movement towards the destination supporting member 130 along the zipline cable 106 (such engagement also causing a decelerating force to be exerted on the rider carrier 160 in a direction away 20 from the destination supporting member 130), tension is created in the tension line 140, which causes a reduction in the length of the segment 140 e of the tension line 140 that is between front foot block 112 and base foot block 110. This reduction results in the compression of the damper 102 due to movement of the secondary stopping member 120 towards the destination supporting member 130 and an increase in length of the segment 140 a of the tension line 140 between the primary stopping member 104 and the side stand-up block 142. The braking system 1300 switches from an uncompressed configuration to a compressed configuration with the damper 102 compressed. The damper 102 is further compressed upon the primary stopping member 104 engaging the secondary stopping member 120.

FIG. 12 is a top view illustrating a zipline braking system 1300 in an uncompressed configuration according to another embodiment of the invention. In this embodiment, the tension line 140 is connected to the primary stopping member 104 and led around the side stand-up block 142, the end block 300, the base foot block 110, the front foot block 112 connected to the secondary stopping member 120, and is connected to a securing member 144 located between the end block 300 and the side stand-up block 142. Upon engagement of the connection member 162 with the rider carrier 160 and the subsequent engagement of the connection member 162 with the primary stopping member 104, wherein the rider carrier 160 is in movement towards the destination supporting member 130 along the zipline cable 106 (such engagement also causing a decelerating force to be exerted on the rider carrier 160 in a direction 20 away from the destination supporting member 130), tension is created in the tension line 140, which causes a reduction in the length of the segment 140 e of the tension line 140 that is between the front foot block 112 and the base foot block 110. These results in the compression of the damper 102 due to movement of the secondary stopping member 120 towards the destination supporting member 130 and an increase in length of the segment 140 a of the tension line 140 between the primary stopping member 104 and the side stand-up block 142. The braking system 1300 switches from an uncompressed configuration to a compressed configuration with the damper 102 compressed. The damper 102 is further compressed upon the primary stopping member 104 engaging the secondary stopping member 120. In some embodiments, the tension line 140 is led through a clutch which can be positioned proximate to the side stand-up block 142.

FIG. 13 is a top view illustrating a zipline braking system 1400 in an uncompressed configuration according to another embodiment of the invention. In this embodiment, the tension line 140 is connected to the primary stopping member 104 and led around the side stand-up block 142, the base foot block 110, the front foot block 112 connected to the secondary stopping member 120, the end block 300, and connected to a set of springs 320 that is connected to a second side supporting member 322. Upon engagement of the connection member 162 with the rider carrier 160 and the subsequent engagement of the connection member 162 with the primary stopping member 104, wherein the rider carrier 160 is in movement towards the destination supporting member 130 along the zipline cable 106 (such engagement also causing a decelerating force to be exerted on the rider carrier 160 in a direction 20 away from the destination supporting member 130), tension is created in the tension line 140, which causes a reduction in the length of the segment 140 e of the tension line 140 that is between front foot block 112 and base foot block 110. This reduction results in the compression of the damper 102 due to movement of the secondary stopping member 120 towards the destination supporting member 130 and an increase in length of the segment 140 a of the tension line 140 between the primary stopping member 104 and the side stand-up block 142. The braking system 1300 switches from an uncompressed configuration to a compressed configuration with the damper 102 compressed. The damper 102 is further compressed upon the primary stopping member 104 engaging the secondary stopping member 120. The movement of the tension line 140 is further mediated by the set of springs 320 acting on the tension line 140. The damper 102 may be loaded in a 2:1 ratio with the springs 320 being loaded 1:1, and this structure may provide flexibility in fine tuning of the zipline braking system 1400.

FIG. 14 is a side view illustrating a zipline braking system 1500 in an uncompressed configuration according to another embodiment of the invention. In this embodiment, the tension line 140 is connected to the primary stopping member 104 and to a securing member 144 connected to the destination supporting member 130 and is led around the side stand-up block 142, the base foot block 110, and the front foot block 112 connected to the secondary stopping member 120. The secondary stopping member 120 is connected to the arrester cable 152 which is led around an arrester foot block 156 and connected to an arrester ballast 150 through an arrester clutch 154. Upon engagement of the connection member 162 with the rider carrier 160 and the subsequent engagement of the connection member 162 with the primary stopping member 104, wherein the rider carrier 160 is in movement towards the destination supporting member 130 along the zipline cable 106 (such engagement also causing a decelerating force to be exerted on the rider carrier 160 in a direction 20 away from the destination supporting member 130), tension is created in the tension line 140, which causes a reduction in the length of the segment 140 e of the tension line 140 that is between front foot block 112 and base foot block 110. This reduction results in the compression of the damper 102 due to movement of the secondary stopping member 120 towards the destination supporting member 130 and an increase in length of the segment 140 a of the tension line 140 between the primary stopping member 104 and the side stand-up block 142. The braking system 1500 switches from an uncompressed configuration to a compressed configuration with the damper 102 compressed. The damper 102 is further compressed upon the primary stopping member 104 engaging the secondary stopping member 120. Movement of the secondary stopping member 120 is further mediated by the weight of the arrester ballast 150. The arrester line 152 and the arrester ballast 150 may be adapted for use with different embodiments of the present invention.

FIG. 15 is a top view illustrating a zipline braking system 1600 in an uncompressed configuration according to another embodiment of the invention. In this embodiment, the zipline braking system 1600 includes a destination supporting member 130 connected to a zipline cable 106, a damper 102 connected to the destination supporting member 130, a base foot block 110 at the posterior end 1601 of the damper 102, a front foot block 112 attached to the secondary stopping member 120 and located at the anterior end 1602 of the damper 102, a secondary stopping member 120 mounted on the zipline cable 106, a primary stopping member 104 connected to a tension line 140, the tension line 140 being led around the side stand-up block 142, a second stand-up block 148 connected to the destination supporting member 130, small blocks 146, a block 1603 mounted on an anti-slack bungee 158, the base foot block 110, and front foot block 112, and connected to the securing member 144. In this embodiment, the tension line 140 is led through a clutch 172.

Upon the connection member 162 engaging with the rider carrier 160 and subsequently the connection member 162 engaging the primary stopping member 104 when the rider carrier 160 and connection member 162 are moving towards the destination supporting member 130 (such engagement also causing a decelerating force to be exerted on the rider carrier 160 in a direction 20 away from the destination supporting member 130), tension is created in the tension line 140, which causes a reduction in the length of segments 140 b and 140 c of the tension line 140 that is between front foot block 112 and base foot block 110. This reduction results in the compression of the damper 102 due to movement of the secondary stopping member 120 towards the destination supporting member 130 and an increase in length of the segment 140 a of the tension line 140 between the primary stopping member 104 and the side stand-up block 142. The braking system 1600 switches from an uncompressed configuration to a compressed configuration with the damper 102 compressed. The damper 102 is further compressed upon the primary stopping member 104 engaging the secondary stopping member 120. The anti-slack bungee 158 may assist with retaining tension in the tension line 140 during operation of the braking system 1600. According to one embodiment, the anti-slack bungee 158 is a nylon protected rubber bungee with a diameter of ½ inch. In some embodiments, the primary stopping member 104 further includes a clutch 170 as shown in FIG. 15 to prevent the primary stopping member 104 from rolling back towards the origination supporting member 108.

The above embodiments may contribute to an improved zipline braking system and may provide one or more advantages. First, the zipline braking system may utilize common components such as blocks and cables that are known by and accessible to those skilled in the art. Secondly, the zipline braking system may provide a gentler deceleration of the zipline rider. Thirdly, the zipline braking system 100 may allow off-the-shelf parts to be used so as to decrease the costs of implementing the zipline braking system in comparison to systems requiring use of custom parts. Fourthly, the zipline braking system may be adopted for use with various types of ziplines.

The embodiments of the invention described above are intended to be exemplary only. Those skilled in this art will understand that various modifications of detail may be made to these embodiments, all of which come within the scope of the invention. 

What is claimed is:
 1. A zipline braking system comprising: a zipline cable and a destination supporting member; a rider carrier coupled to the zipline cable for movement towards the destination supporting member, such movement generating kinetic energy; a damper connected to the destination supporting member; a tension line; a connection member coupled to the zipline cable and configured to engage the rider carrier; a stopping member coupled to the zipline cable and the tension line; and the tension line for transferring the kinetic energy to the damper upon the connection member engaging the stopping member in movement to the destination supporting member.
 2. The zipline braking system according to claim 1, wherein the connection member engages the rider carrier and the primary stopping member using similar means for engagement.
 3. The zipline braking system according to claim 2, wherein the means for engagement is a claw mechanism.
 4. The zipline braking system according to claim 1, wherein a first claw mechanism engages the connection member with the rider carrier and a second claw mechanism engages the connection member with the primary stopping member, wherein the first claw mechanism or the second claw mechanism or both transition from an open configuration to a closed configuration due to gravity.
 5. The zipline braking system according to claim 1, wherein a first claw mechanism engages the connection member with the rider carrier, said first claw mechanism includes a biasing member configured to bias the first claw mechanism into a closed or engaged configuration.
 6. The zipline braking system according to claim 1, wherein a second claw mechanism engages the connection member with the primary stopping member, said second claw mechanism includes a biasing member configured to bias the second claw mechanism into a closed or engaged configuration.
 7. The zipline braking system according to claim 1, wherein a first claw mechanism engages the connection member with the rider carrier, said first claw mechanism is retained in a closed configuration, wherein upon contact with the rider carrier the first claw mechanism transitions from the closed configuration to an open configuration and subsequently back to the closed configuration thereby engaging the rider carrier.
 8. The zipline braking system according to claim 1, wherein a second claw mechanism engages the connection member with the primary stopping member, said second claw mechanism is retained in a closed configuration, wherein upon contact with the primary stopping member the second claw mechanism transitions from the closed configuration to an open configuration and subsequently back to the closed configuration thereby engaging the primary stopping member.
 9. The zipline braking system according to claim 1, wherein a first claw mechanism engages the connection member with the rider carrier, said first claw mechanism is retained in an open configuration, wherein upon contact with the rider carrier the first claw mechanism transitions to a closed configuration thereby engaging the rider carrier.
 10. The zipline braking system according to claim 1, wherein a second claw mechanism engages the connection member with the primary stopping member, said second claw mechanism is retained in an open configuration, wherein upon contact with the primary stopping member the second claw mechanism transitions to a closed configuration thereby engaging the primary stopping member.
 11. The zipline braking system according to claim 1, wherein the connection member further includes one or more bumpers configured to contact the rider carrier or the primary stopping member or both.
 12. The zipline braking system according to claim 1, wherein the connection member engages the rider carrier using a latch engagement system or a claw engagement mechanism or a magnetic engagement system or a Velco™ type engagement system.
 13. The zipline braking system according to claim 1, wherein the connection member engages the primary stopping member using a latch engagement system or a claw engagement mechanism or a magnetic engagement system or a Velco™ type engagement system.
 14. A method for decelerating a rider carrier travelling towards a destination supporting member along a zipline, the destination supporting member having a damper, the method comprising: providing a connection member coupled to the zipline cable; providing a stopping member coupled to the zipline cable and a tension line; and transferring kinetic energy of the rider carrier to the damper with the tension line upon engagement of the rider carrier with the connection member and engagement of the connection member with the stopping member.
 15. The method according to claim 14, wherein a first claw mechanism engages the connection member with the rider carrier and a second claw mechanism engages the connection member with the primary stopping member, wherein transitioning the first claw mechanism or the second claw mechanism or both from an open configuration to a closed configuration is enabled by gravity.
 16. The method according to claim 14, wherein a first claw mechanism engages the connection member with the rider carrier, wherein transitioning the first claw mechanism from an open configuration to a closed configuration is enabled by a biasing member.
 17. The method according to claim 1, wherein a second claw mechanism engages the connection member with the primary stopping member, wherein transitioning the second claw mechanism from an open configuration to a closed configuration is enabled by a biasing member.
 18. The method according to claim 14, wherein a first claw mechanism engages the connection member with the rider carrier, wherein the method further comprises retaining the first claw mechanism in an open configuration and transitioning the first claw mechanism transitioning from the open configuration to a closed configuration upon contact with the rider carrier.
 19. The method according to claim 14, wherein a second claw mechanism engages the connection member with the primary stopping member, wherein the method further comprises retaining the second claw mechanism in an open configuration and transitioning the second claw mechanism transitioning from the open configuration to a closed configuration upon contact with the stopping member. 